Geeza also ran multiple WOT test runs in 4th gear on his TR650. The procedure he used was:
--Stabilize and cruise at 2000 RPM in 4th gear.
--Fully open the throttle until 6000 RPM is reached.
This is like a test run on a dyno but much better. The improvements are:
1) While cruising at 2000 RPM in 4th, there is a load on the engine caused by the bike being on a road and having to overcome road and wind resistance. (On a dyno, the bike is sitting still and the inertial cylinder presents no load except when the rear wheel is accelerating. Also, the dyno load is often much less than the resistance caused by the mass of bike and rider, plus the increasing wind resistance.)
2) The Wideband AFR sensor is ahead of the catalytic converter and is more accurately recording the AFR immediately following the exhaust valves.
The results above are for Geeza's bike running at an LC-2 setting of 13.8:1, which would be the same as AF-XIED setting 8. Here are some key points:
--When the throttle is first opened the AFR spikes to about 17:1. This is not good in that it creates a momentary power lag. This may be a natural tendency of the TR650 or it may be due to the POD mod or some other intake tract changes.
--Quickly after beginning WOT, the AFR reaches about 12.4:1 and then gets slightly leaner at about 13:1. This is acceptable and the early richness is probably due to the MM ECU trying to catch up on the fuel dried off the intake walls from the instantaneous throttle opening. Note that there is no sign of leanness in the mid-RPMs. (And if the LC-2 was set to 14.7:1 (stock), the AFR in the mid-RPM's would still be an acceptable 13.9:1.)
--After a short time at 13:1 the mixture steadily richens until 5000 RPM in a predictable manner, reaching about 11.8:1.
--Finally, from 5000 to 6000 RPM it reaches an AFR of about 11:1. Likely it is richer than best power, but many engines are fueled in this manner so that at peak HP, there is extra fuel for cooling the combustion chamber and exhaust valves.
Following the WOT test you can see some other interesting points:
--A Deceleration Lean-Off to about 15:1
--A small throttle movement acceleration enrichment to about 13:1
--During Cruise operation the ECU works with the LC-2 and quickly and predicably returns to target AFR of 13.8:1
RB